Automatic electrically-controlled track-switch



RSCOGGAN. AUTOMATIC ELECTRlCALLY CONTROLLED TRACK SWITCH. APPLxcATIoN HLED AUGA. 1920.

Patented Nov. 1, um

2 SHEETS-SHEET i.

R R. SGOGGAN. Awww-,UC ELECTRiCALLY CONTR OLLED TRAC-K SWITCH.

AHPLICATION FILED AUG. 4

@muted Nov. L m* 2 SHEETS-SHEET 2.

- and which reduces arcing to a minimum and .requires no deflection of the trolley wire,- but narran stares entren-r carica.

Rl'GHAB/D R. SCOGGAN, OF JEFFERSONVILLE, INDIANA, ASSIGNOR TO KENTUCKY SVJITCHEL SIGNAL C0., INC., OF ST. MATTHEWS, KENTUCKY, A. CORPORATION or KENTUCKY.

AUTOMATIC ELECTRICALLY-CONTROLLED TRACK-SWITH.

Patented Nov. 1, 1921.

Application filed August 4, 1920. Serial No. 401,152.

la trolley wire contactor of greatly reduced Weight, sine, length and number of parts,

eliminates the arc barrier, and the necessity of trolley lcontact runways of unequal length.. My invention also furnishes a circuit changer or relay which maintainsthe n current to the ground magnets for an ad* iustable and uniform length of time, regardless of the car speed and length of trolley contacter.

Another object of the invention is to pro vide a locking device which requires no extra or special Contact plate or runway on the v'trolleycontacter and no eXtra wire leading from thetrolley contactor to the locking device. A time element is also provided which is simpler than those now in general `use and not influenced by temperature changes i as are dash pots which are frequently used in electrically controlled switches. Furthermore a time governed movement is initiated by contact of the trolley wheel with the contactor runways and operates to open a circuit to the ground magnets either before or after the trolley wheel passes from under the trolley contacter. L

' Another ob'ect of this invention is to furnish means for continuing the current to the ground magnets for a definite timeyinterval and then automatically cutting it out, in

order that a retarding means or dash-pot scribes the invention in connection with the' accompanying drawings.

Figure 1 is a plan view somewhat diagrammatic ot the relay or circuit changer used in connection with my improved mechanism.

Fig'. 2 is a view similar to Fig. 1 showing a circuit breaker associated with the, time controlling' element inopen position and the resulting arrangement of circuits.

Fig. 3 is a side elevation partly in section of the novel construction of trolley wire contacter or trolley pan and the means for supporting lthe same.

Fig. 4 is an end view of the .contactor shown in Fig. 3 the trolley wire being shown in section.

Fig.I 5 isa sectional view on the line 5-5 of Fig. 3. 'l

Fig. 6 is a sectional view on the line 6-6 of Fig. 3, looking in the direction of the arrows.

Referring more particularly to Figs. 1 and 2 the numeral 10 designates a frame preferably of cast iron adapted to be secured to a base of wood or other insulating material and inclosed in a housing preferably mounted on a pole at the curb adjacent the switch. T he frame 10 forms the cores of three separate magnetic windings herein designated as 11, 12 and 13. The frame also forms a support for the armatures 141, 15 and 16 respectively associated with each of said magnets.

A plurality of pins 17, 18, 19 and 20 project upwardly from the frame 10 and oIi these pins are loosely mounted suitable eollars 21, 22, 23 and 24 of insulating materil, which collars serve to insulate armatures 14, 15 and 16, a rotatable arm 25 and a disk 26, from the pins and-the frame 10, the arm 25 and disk 26 being mounted on theA pin 19 as shown in Figs. 1 and 2. v

Eye-bolts 27 and 28 are screw-tlireaded into a projection 29 of said frame and locked in adjusted position by means of a set screw 30. connected respectively at one end to the armatures 14 and 15 through the insulating blocks 33, 34 and-at the other end to the eye-bolts 27, 28 respectively. The armatures 14 and 15 are provided with bent portions 35, 36 which are adapted, .to engage flle vCollars 21 and 22 Adjustable tension springs 31, 32 are respectively in order that said armatures may be moved pivotally about said pins 17 an 16. The other end ofthe armature 14 is formed with a renewable metallic contact plug 37 adapted to engage alternately carbon contacts 38, 39 in order to shift the controlling circuit from one ground magnet or 1 the armature 15 moves quickly under the influence of the magnet 12 to the position shown in dotted lines in said gure, While spring 4() must move a time-controlling element and therefore is retarded in following this movement .of the armature.

Ain arcuate fiange or hub 43 is formed integral or otherwise secured to the disk 26 andchain 42, in normal position, is wound upon said hub and fastened to it at one end. The disk 26 as above described is mounted on the pin 19 extending upwardly from the frame 1() and is insulated therefrom. The arm 25 is'also mounted on this pin 19 and insulated therefrom and also from the disk 26. The free end yof the arm 25 forms a receptacle for a carbon contact 44 adapted to contact with a corresponding contact 45 held in a suitable holder 46 secured to and insulated from the frame 10. The free end ot' the swinging arm 25 is also formed with a shoulder 47 adapted to be engaged by the free end of the armature 16 which bent over to more effectively engage the same and thereby provide a positive means for hold; ing arm 25 and its carbon contact 44 away from the contact 45, until the armature 16 is lifted by its magnet 13, when lever 25 again drops and restores contact between carbon elements 44 and 45. The disk 26 is provided with an elongated slot 48 which is adapted to receive at different points throughout its length an adjustable stud bolt 49, the latter being adapted to contact with the arm 25 after a certain amount of rotation of the disk in order that the arm 25 may be moved with the disk'and spring 4() after the, lost motion has been taken up, lt will be evident that by varying the position of the bolt 49 in the slot 48 the time interval required for its engagement with the lever 25 may be accordingly varied. Stud bolt 49 also serves as a counter-weight to restore the disk 26 to its normal position shown in Fig.

v1 from the position illustrated in Fig. 2. A

contact spring 50 is mounted on strip of insulating materiall suitably secured to the base 10 by means of a screw 52. The free end of the spring 50 is located in the path of the armature 15 and makes electrical contact only when said armature is near the magnet 12 as shown in dotted lines in Fig. 1.

The armature 14 normally stands against the contact 39 and is only moved into engagement with contact 38 when the current trolley wire in advance of the switch pointl is the one used to loperate the switch tongue and the second or safety contacter is used to release the armature 16 from shoulder 47 which permits the contact 44 to resumeits normal position in engagement with the contact 45 so that the following car may move the tongue of the switch. At the bottom of Figs. 1 and 2.111diagrammatic view is shown of an electricotrack switch having two operating solenoids 87, 89 one to throw` lthe. switch 'tongue in one direction and the other to return it.

In Figs. 3 to 6 a trolley wire contactor and the means for supporting the same and the trolley wire are illustrated." Numerals. 60 and 60 represent end brackets having a channel for receiving the trolley wire 61 and also a V-shaped section, the sides of which,

designated as 62 in Fig. 5 receive the sides of a rectangular insulating block 6&3. The' or runway for the trolley wheel 66 and/.are

insulated from the trolley wire and from each other and may be or may not be of equal length. The numerals 67. 67a designate trolley wire ears which have a curved or grooved lower edge adapted to hold the itrolley wire firmly down in the channel of the brackets 60, (t0n. The members 67, 67 are T-shaped at one cud (see Fig. 4) the extending arms of the T-section being secured to the brackets 60, 6()a bv means of fastening devices 59. 59a. A casting 69 is bolted to the upper face of the block 63 preferably by the extended bolt 65" and this casting is provided with a boss 70 adapted to receive the threaded stem of a standard trolley wire insulated hanger 71 which forms a support for the whole contactor.

lf a motorman approaching a switch of the type above described. desires te take the straight or main track he should shut the power off and allow his car to coast. `When the'trolley wheel meets the trolley contactor runways 64, 64a it connects them electrically and a current of about one-quarter ampere, for instance, Lflows from the trolley iron 64 through a wire 76a connected to `the latter, magnet 12, wire 77, across contacts 44, 45,y through wire 78 which leads through a resistance .7 9 to ground.A Thisone-quarter ampere current is however sufficient to actuate the armature 15 by energizing the magnet 12 which :consequently quickly draws the armature away from the spring 40 to the position shown in dotted lines in Fig. 1. The spring 40 being now under tension,

swings over until it touches armature 15 and' while so moving it rotates the disk A26 by pulling on the chain 42 until the stud 49 strikes against arm 25 and raises it until the armature latch 16 drops lbehind the shoulder 47 'and thus maintains the contacts eight amperes (for instance) to flow immediately through wire 75, magnet 11, wire 76, wire 84 which contacts with armature 15, through the latter to contacts 81 and 82 through a conductor 85 to the armature 14, and from the latter to contact 39 (armatlire 14 being against contact 39 because a t current under twenty-five amperes is not sufficient to actuate it) then through a wire 86 to solenoid 87 and then to ground. rll'his action takes place while the arm 25.is being raised but as soon as stud 49 contactswith and moves contact 44, the magnet 12 is deenergized and the armature 15 recedes carrying contact 81 away from contact 82 and thus breaking the circuit to the solenoid 87. This time interval should be ample to maintain a, current through solenoid 87 or 89 long enough. to allow the heavy trackswitch tongue to move from one position to the opposite one. This time interval is entirely separate and independent of the time required for the trolley-wheel to pass under the trolley contactor.v

A. motormanr desiring to turn off the main track does'not shut. off the power but draws a heavycurrent of about arnperes, vfor example, from the trolley wire through. wire .75, magnet 11 "(this current being suflieient wire 76, angle iron 64a and through the car to ground. This current of 25 amperes or more passes through the large wires 75, 76. through the car to ground and serves only to shift thev armature 14 'from contact 39 to contact 38. A current of about one-quarter ampere crosses by means of the trolley wheel from angle iron '64a to angle iron 64 energiz'es magnetJ 12, closes contacts 80, 82 and allows current to pass over the same pathk as described in the preceding para` graph, where the track-switch was thrown vfor the main track, until itv reaches the armature 14.v F rom there the current flows i through contact 38, wire88 and solenoid 89 to ground. Thesolenoid 89 is used to operf4 ate the switch in opposite direction from the` solenoid`87. .It will be noted'that in throw! ing the contact switch in either direction, the same path Ais followed-by the actuating current until it passes out of the armature- 14 when it goes through either Contact 39 or 38. Whenever a trolley wheel passes under a trolley wire contactor, magnet 12 closes the contacts 81, 82 and'holds them closed until the rotating disk and pin 49 opens the circuit between 'the contacts 44 and 45, whereupon magnet'y 12'is denergized and armature 15 swings outward and breaks the circuit to the solenoids by separating the contacts 81 and 82. This action provides for the continuation of the current to the solenoids for a certain length of time regardless .of the time that the trolley wheel is on'the trolley contactor. This makes it possible to use avery short and consequently avery light trolley contactor.

The contact spring 50 is adapted to engage the armature 15 when the latter is attracted by magnet 12 and receives a current from it with which to energize the magnet 12 through the connection 90 so that if the trolley wheel happens to leave the trolley contactor before the contacts 44 and 45 have been separated the switch will nevertheless be thrown in the manner abovedescribed. When arm 25 is raised the armature 16 drops and engages shoulder 47 so as to hold it in raised position, thereby renderingI magnet 12 inoperative'untll the car advances to the second trolleyl contactor placedbeyond the switch. When the trolley wheel spans the two runways of the second contactor the current flows from the angle iron 91, through the trolley wheel to angle iron 91, through wire 92 to magnet A13, and through wire 93 and resistance 79 to ground, thus energizing magnet 13 and disengaging armature 16 from the shoulder 47, releasing arm 25 and restoring the contact between 44 and 45 which establishes the connections in normal position so that a following car may operate V 'second trolley contactor is placed far enough from the first oneI to allow the first car to reach a safety point before the circuit is again closed between contacts 44E and 45.

It is believed that the many advantages Iof the electrically controlled railway-switch constructed in accordance with the foregoing description may be readily understood, an

vit may furthermore be stated that changes,

lmake such changes, variations and modifications as come properly within the scope oi' the appended claims.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent, is

1 In a switch operating mechanism, the combination of a double solenoid, for throwing the switch, an electro-magnet adapted to control a circuit leading to one or the other of said solenoids and a second electro-magnet having an armature working between 'two fixed contacts adapted to place one or the other of said solenoids in the circuit according as the car entering the switch applies or does not apply power to the motors thereof.

2. In a switch operating mechanism, the combination of contactors adapted to be electr'cally connected by the trolley wheel, an electro-magnet having its winding included in a circuit with the contactors and vtrolley wheel, a circuit breaker in said circuit normally in operative position for closing the circuit and requiring a uniform time to break the circuit after the initial closing thereof by the trolley wheel and means for maintaining the circuit during the time required for said breaker to function irrespective of the position of the trolley wheel.

3. In a railway switch operating mechanism, the co bination of an electrically operated switch hrowing device, means for maintaining the electrical circuit to said switch throwing device for a uniform length of time and then breaking the same, and mechanism for maintaining said circuit broken until the car has passed over a desired distance. 4. In a switch operating mechanism. the combination of contactors adapted to be elec- .trically connected by the trolley wheel` an electrically operated switch throwing device, an electrical circuit including said device, a second circuit including the trolley 'wheel and controlling the, irst circuit, a circuit breaker in said second circuit adapted to function in a definite time intervalafter the initial closing of the circuit by said 'trolley wheel, a latenter maintaining the circuit iseaera breaker in open position and means comprising runways spaced from the cont-actors, an electro magnet, and a circuit adapted to be closed by the trolley wheel contacting with said runways for energizing said magnet and attracting said latch, thereby releasing the circuit breaker.

5. VIn a railway switch operating mechanism, a circuit closer including an electromagnet having its winding normally in circuit with contactors electrically connected by the trolley wheel, an armature adapted.v to be attracted by said magnet, a spring o'f nonmagnetic materialconnected to said armature tending to follow the movement of the same, and means for delaying the movement of the spring in response to the previous movement ot said armature.

6. In a railway switch operating mechanism, the combination of a circuit closer including an electro-magnet having its winding normally in circuit with contactors electrically connected by the trolley wheel, an armature adapted to be attracted by said magnet, means associated with said armature constrained to move in response to the movement thereof, mechanism for delaying the movement of said means including a circuit breaker having a movable part operatively connected to said means and a contact arm adapted to be operated by said part after the vlatter has been moved certain distance.

7. In a railway switch operating mechanism` the combination of con tactors adapted to be electrically connected by the trolley wheel, a circuit including 'the trolley wheel and an electro-magnet having an armature associated therewith, a spring cooperating with said armature tending to follow the movement ofthe armature, a circuit breaker in said circuit having a member connected to said spring and a. Contact arm having a.

armature adapted to control a circuit leading to one or the other of said solenoids, a circuit breaker included in circuit with the 'winding of said magnet adapted to tunetion in a definite time interval after the closing of the circuit controlled by said armature, 'and a second electro-magnet adapted .i

to place one or the other of said solenoids in the circuit accordingly as the car entering the switch applies or does not apply power to the motors. thereof.`

9, In a switch operating mechanism, the

combination. oi" contactors adapted to be electrically connected by they trolley wheel, one of said contactors being electrically connected yto the trolley wire, an electro-magnet vhaving its winding includedin a circuit with y contactors, and a circuit breaker in said circuit requiring a uniform time to function after the initial closing of said circuit bythe trolley wheel. A l

10. In a switch operating mechanism', the combination of contactors adated to be electrically connectedby the trolley wheel, one of said contactors being electrically connected to the trolley wire, a circuit breaker7 an electro-magnet having its winding included in a circuit with' said contactors, trolley ivheel, and circuit breaker, means operated by said electro-magn'etlfor closing a shunt from the trolley wire around said contactors for maintaining the current in said winding an'l through said circuit breaker irrespective of the position of the trolley wheel, said circuit breaker requiring a uniform time to function after the initial closing of said circuit bythe trolleyfwheel.

11. In a switch Ioperating mechanism, the combination of contactors adapted to be electrically connected by the trolley Wheel, one of said contactors being electrically c0n nected to the trolley wire, a double solenoid for throwing the switch, a circuit breaker, an electro-magnet having its winding included in a circuit with said contactors, trolley wheel, and circuit breaker, and means operated by said electro-magnet for vclosing both a shunt from the trolley wire around said contactors and or the other of Said solenoids, said circuit a circuitleading to one breaker requiring a uniform time to operate after the initial closing of the first named circuit by the trolley wheel.

l2. In a switch operating mechanism, the combination of contactors adapted to be electrically connected by the trolley wheel, one ot' said contactors being electrically connected to the trolley wire, an electrically operated switch throwing device, and means for maintaining the operating current to said switch throwing device for a uni-fornr length 'ofl time after the initial connection of said contactors by the trolley wheel, regardless of the car speed and lengths oi' the trolley contactors. v

13. In a switch o lvierating mechanism, the combination of tulo trolley Contact strips adapted t0 be electrically connected by 'the trolley wheel, two trac'l't-switch operating solenoids, a..circuit for enerfrizing one or the other of said solenoids, sait circuit initially includingr said contact 'strips and trollex wheel, a controlling magnet in Said circuit adapted to shunt a strong current from the trolley.v wire around said trolley. .contact strips to the'selected solenoid, sald shunt' being adapted to maintain the energization of said magnet irrespective of' the position of the trolley Wheel relatively to said contact strips.

In testimony 'whereof I have hereunto set my hand in presence of two subscribing witnesses.

Witnesses 'GEORGE WORTHiNoToN, SAMUEL KENDALL.

RICHARD R. seoeean. 1 

